Differences between US and non-US Dinos.

Some time ago, Freeman asked if somebody could list all the mechanical differences between US and non-US ("Euro") Dinos. It seemed like something I should be able to do, so I am making an attempt at it here. I have had reasons to look into those differences as I have tried to return the emission controls on my own US Dino to their original state.


First, body and interior differences (listed briefly, as a reminder only, not pretending to be complete):

1. Bumpers: Mounted on longer two-post supports front and rear. Front frame members made from larger dia. profiles. (Exception: Early US Dinos appeared to have single post supports and no frame reinforcement.)

2. Turn signal lenses: Rectangular, amber lenses mounted in recessed cavities in the body.

3. Headlamps: US type sealed beam headlamps.

4. Side marker lights: Rectangular, amber side marker lights, on both front and rear fenders.

5. Tail light lenses: All four red. Additional rectangular reflex lenses mounted on rear panel.

6. Instrument panel: Speedometer in mph, indicators for Brake Failure, Parking Brake, etc. One of the two toggle switches for fan control in the Euro version reassigned to activate 4-way emergency flasher.

7. Seat belts of DOT approved US type.



Mechanical differences: (Listed in the order they appear in the parts manual). Illustrations and brief explanations of each device will follow below, but here is the list:


8. Air pump with clutch, diverter valve, air injectors in exhaust headers. (Tav. 44, 45)

9. Fast idle device, and ignition retard microswitch on rear cam covers. (Tav. 46)

10. Exhaust headers with CO probe pipes on each cylinder and attached heat shields. (Tav. 47)

11. Anti-smog valve in air intake hose. (Tav. 48)

12. Fuel tanks vented into carbon canister. (Tav. 49)

13. Dual-circuit brake system with brake failure sensor. (Tav. 50 & 26)

14. Distributor with different advance curve, connection for retarded second set of points.

15. Air Pump Clutch Control module and "Anti-hop" device for ignition timing. (Tav. 51)

16. Additional micro switch on gear shift control. (Tav. 51) Provisions for seat-belt warning light/buzzer.

17. Steering column housing with stamped chassis number. (Tav. 51)

18. US specific Relay panel with additional relays . (Tav. 116)


That was the summary. Did I forget something? In any case, here are the illustrations and descriptions of the devices:

 

8. Air pump with clutch, diverter valve and air injectors. (Exhaust emissions system)

An air pump (2) is driven off the alternator shaft through an electromagnetic clutch (1). The clutch disconneects the pump at engine speeds higher than 4200 rpm.

The air flows from the pump through a diverter valve and one-way valves into the injectors in the exhaust manifolds. The diverter valve is controlled by engine vacuum. Its purpose is to prevent backfiring and excessive flames in the exhaust during rich mixture condition, such as when the driver is lifting off at high rpms. (Sudden increase in vacuum = diverter valve opens the bypass)
View attachment Tav. 44.pdf
View attachment Tav. 45.pdf

 

9. Fast ide device and ignition retard microswitch. (Exhaust emissions system)

The easiest way to spot a US Dino engine is by the circular fast idle disc on the rear cam cover. It is supposed to act as stop for the throttle linkage when the engine is cold, keeping the rpms up and preventing the engine from stalling during the warm-up cycle. The slightly excentric disc is rotated by a bi-metal spring. When the engine is warmed up, the disc is no longer in contact with the throttle linkage.

Next to the disc there is a microswitch (often removed/missing by now). The microswitch is supposed to close when the throttle is closed, and retard the ignition timing for emission purposes - at idle only.
View attachment Tav. 46.pdf

 

10. Exhaust headers with heat shields. (Exhaust emissions system)

The additional heat generated by the air injection necessitated headers with heat shields on the US Dinos. The headers were also provided with test pipes where CO test probes could be inserted, in order to measure CO levels from each individual cylinder.
View attachment Tav. 47.pdf

 

11. Anti-smog valve in air intake (Evaporative emissions system)

A valve in the air intake is held close when the engine is off, to prevent fuel vapours from the carburators from escaping into the atmosphere. It is opened by engine oil pressure (!), which is tapped off with a hose at the oil pressure sensor. The pressure generated from cranking the engine, will open a small opening in the valve diaphragm, providing enough air to start the engine.

Comment: This is a positively absurd device which should best be disconnected and removed. Fortunately, it has already been removed from virtually all US Dinos, including my own. (A failure in this valve or hose, could result in complete loss of engine oil pressure!)
View attachment Tav. 48.pdf

 

12. Fuel system. (Evaporative emission system)

A fuel/vapor sparator (17) on the right tank, leads the fuel vapor through a three-way valve (8) into an activated carbon canister (12). Hot air is led into the canister, and engine vacuum purges the canister.
The three-way valve is there to maintain a slight pressure in the tank. It lets air in to prevent vacuum in the tank, and it also serves as an emergency release valve, preventing excessive pressure build-up in the tank.

The fuel system in a Euro Dino, incredible as it may seem, vents the fuel tanks straight out into the atmosphere.
View attachment Tav. 49.pdf

 

13. Brake system.

Both Euro and US versions are provided with dual-circuit brake systems, but they are split in different ways. In the Euro system, one system controls the rear wheels and the other the front wheels. The US system does the same thing, but with one important difference: The lines from both master cylinders pass through an additional safety valve, common for both circuits.
I believe this valve compares the pressure on each side of a spring-loaded plunger. If the pressure differs too much, it will close an electrical switch, signalling Brake Failure on the dash board.

Please compare the two illustrations below. First the US, then the Euro system.
View attachment Tav. 50.pdf
View attachment Tav. 50 to 26 comparison.pdf

 

14. Distributor.

US Dinos are equipped with a distributor of type S125 C with a different advance curve and the two breaker points wired separately. It can be recognized externally by the additional terminal on the housing for the second set of points. The second set (R2) is used only during idle. The main set (R1) determines the timing at all other times. Somewhat surprisingly, the US distributor is set to offer a slightly higher degree of advance.

More information on distributors are available on Adrian's excellent site www.dinoplex.org

 

15. Air pump clutch control and Anti-hop device.

Two additional modules are installed next to the Dinoplex ignition in the US version.
The larger one is the control for the air pump clutch. It receives an rpm sensing input from the distributor points, and disengages the air pump at engine speeds higher than 4200 rpm. Ostensibly, this is done to protect the pump from excessive rpms, but I believe it was done to eliminate drag - and consequent loss of horsepowers - at high rpms.

The smaller module is the Anti-hop device. It receives the signal from the micro switch on the throttle linkage, and activates the second, retarded set of points during idle. It has an electronic delay built in, to ensure that the ignition retardard function is not activated if the driver lifts off briefly, such as during a normal upshift, for example.


16. Additional switch on the shift mechanism.

The US version has an additional switch on the shift mechanism. I believe it senses the neutral position, and was used to signal seat belt buzzer and warning light as soon as the shifter was placed in gear without connecting the seat belts. At one point, it was probably intended to provide a seat belt/ignition interlock. A law mandating such devices was on the books around this time but was quickly changed, following many angry complaints.
Most US Dinos have had their seat belt buzzers and warning lights disconnected by now.


17. Steering column stamping.

US Dinos have a different steering column housing with a flat area where the chassis number (VIN) is stamped in. This was probably done to conform with DOT requirements that the VIN number must be visible through the windshield. It also probably was considered better for theft prevention than the riveted ID plates on the windshield pillar, which were sometimes seen on directly imported vehicles.
View attachment Tav. 51.pdf

 

18. Relay panel.

The relay panel on the US version (on the left in the illustration below) has no less than 9 relays, and the voltage regulator had to be moved out of the way to make room for them all. The voltage regulator is mounted underneath the dashboard on most US Dinos, I believe. The additional relays were needed for control of emergency flashers, air pump control, brake warning lights, etc.
View attachment Tav. 116.pdf

 

A full house! As an example of how a US Dino engine compartment looks with all the emission control devices in place, here is a photo of my car. It is equipped with A/C, so there is not much space left anywhere.

Lars
Image Unavailable, Please Login

 

What a comprehensive list of differences between U.S. and Euro Dinos, and what an immaculate engine, Lars! Fred

 

well done Lars, regards Matthias

 

Thanks, Fred. The list became longer than I had expected. Also, I did not realize that the .pdf illustrations would not open up when I posted them. It would have been easier to read that way. Well, next time I know.

As I went through all those differences, it struck me that some of them are actually improvements over the Euro version. For example, even the most fervent anti-environmentalist must agree that the fuel system in the US Dino represents a much better, more civilized way of dealing with the gasoline vapors - and with no loss of performance. The brake warning system in the US Dinos also seem better thought out, and things like a 4-way emergency flasher is not a bad thing to have, either. The other emission control devices may be slightly annoying, but they are comparatively harmless, and easily removed if so desired. Some good, some bad, some indifferent, is how I would characterize the differences between US and Euro Dinos.

On the engine compartment, yes, I try to keep it reasonably clean. Those italian aluminum castings are so nice to look at. I just try to keep after them, so that I won't have to restore them!
Lars

 

Thanks, Matthias. I know you like original condition. It is not completely perfect, but close!
Lars

 

Lars,

Thank you for doing this! I'm still absorbing all the data! Your Dino is stunning!!

Freeman

 

Very informative! Thanks for posting this

 

Lars, I think your post is worthy of a sticky...

 

My Euro had knock off wheels. I'm not sure if any came to the states with knock offs but my feeling is that they stopped them early in production, so no US models came with knock offs.

If you see a Dino with original knock offs, it's got to be a Euro IMO.

 

Most certainly true. Your Dino must have been an L-series (Series 1) if it had knock off wheels. Some L-series cars obviously found their way to the US, but they certainly were not specific US models. At that time, of course, there was no such thing as a US Dino. Not during the M-series (series II) either. They were just Dinos then.

The first US model, made to conform to US safety- and emission-related standards did not appear until during the E-series (series III). The first known US model is said to be S/N 02866, titled as 1972 model. (According to the Dino register)

I could have mentioned that in the summary. Good point!

Lars

 

You are welcome, Freeman. Too bad that I am such a novice when it comes to posting images, but at least the information is there.

Your idea of a summary of the US - Euro differences was a good one. This subject is causing a lot of confusion. Even some concours judges are apparently confused about the US version sometimes. The information is all out there, somewhere, but you have to search in many different locations to find it. Having it all online, in one place, is very useful, I think.

Thanks for the kind words about my Dino. I am attaching another photo of the engine compartment. It is not always this clean, though. The photos were taken after a Sunday spent polishing, waxing and detailing the Dino.

Also , thank you, silver1331 and Peter Tabmow, for your encouragement!
Image Unavailable, Please Login

 

Lars,

Your Dino and your efforts to keep it "as delivered" must be frustrating when it is judged by inept judges who truly don't know what is correct or not and awarding a lesser Dino with incorrect details with a Platinum. Eventually we have to encourage Matthias to create a series of Dino volumes where each just concentrates on a specific model with their specific nuances. Maybe a low cost 3-ring binders so it would be easy to correct as we learn? Thanks for sharing. We are smarter for it!

Freeman

 

There were about five L-series sold in the USA, mine was the last.
These 246GT-L (and probably another half dozen 206GT) were built for USA delivery as the lighting and instruments are specific, and not for Europe.
Yes, they were just Dinos then...
Andrew

 

High Voltage sticker - doesn't seem correct to be on the Air Filter canister of all places. Can someone (hint, hint...Matthias) chime in on correct location?

Also, is that steel braided fuel line hose leading to the carbs? I got dinged by judges for steel braided fuel hose...since replaced with more correct rubber fuel line.

I've been complemented by my clean engine compartment, but I am impressed by yours...nice job!